Combustion-engine.



W. A. SORG. comausnow ENGINE.. APPLICATIO N FILED'MAR. 2. I914 PatentedNov. 23, 1915.

3 SHEETS-SHEET l COLUMBIA PLANOORAPH $0.. WASHINGTON D c w, A. sons.COMBUSTION ENGINE. APPLICATION FILED MAR. 2. 1914.

1,161,851. Patented Nov. 23, 1915,

3 SHEETS-SHEET 2.

N I [72 Men for: 'Wi' e558 JVHMW PLANOORAPH Co.. WASHINGTON, n. c.

1 #lforngzy W. A. SORG.

' COMBUSTION ENGINE.

APPLICATION FILED MAR. 2. 1914.

w r m 3 w 3 m m n n WW4 U m M Q m H. mm Qw 1 4 W m R b. h b w m6 UMBIAPLANoaMPH 60-. WASHINGTON, u. c.

snares rarnivr or WILLIAM A. SORG, 0F MINNEAPOLIS, MINNESOTA, ASSIGNOR,BY MESNE AS$IGNMENTS, TO FREDERICIiG. BRADBURY, TRUSTEE, OF DULUTH,MINNESOTA.

COMBUSTION-ENGINE.

Specification of Letterslatent.

Patented Novi23, 1915.

Application filed March 2,1914. Serial No. 821,910.

To all whom it may concern.

Be it known that 1, WILLIAM A. Sons, a citizen of the United States,residing at Minneapolis, in the county of Hennepin and State ofMinnesota, haveinvented a new and useful Improvement inCombustion-Engines, of which the following is a'specifi tion.

An object of this invention is to provide an internal combustion engineof that type in which air and fuel'assume a position and arrangement inseparate strata in the combustion chamber previous to ignition andduring the combustion of fuel, with means for automatically feeding airand fuel successively into said chamber, whereby said strata are adaptedto be formed.

A further object of this invention is to provide in combination with anengine of the class set forth, means for automatically governing theamount of fuel admitted into the combustion chamber in direct ratio withthe load on the engine and thoroughly atomizing it to produce the mostefiicient and economical results.

More particularly the valve mechanism forming the subject matter of thisapplication is applicable to that class of combustion engines set forthin my companion applications Serial Number 821,908, filed by me on the2nd day of March, 1914, Serial Number 321,909 filed on the 2nd day ofMarch,-1914, Serial Number 821,911 filed on the 2nd day of March, 1.914,and Serial Number 657,057, filed by me on the 27th day of October, 1911.

In the accompanying drawings forming part of this specification, Figure1 is a longitudinal section through part of a combustion engine formingthe subject matter of my invention; Fig. 2 is an end viewand Fig. 3 is aplan.

In the drawings A indicates a reciprocable element which is in the formof a hollow cylindrical piston closed at itshead end and connected bv apitman 2 to the crankshaft 3, said crank shaft being journaled inbearings 4 upon the base 5 of the engine structure. The piston end ofthe pitman is journaled on the pin 6 which is seated upon a pair ofbosses 7 formed integral with said 1 head end, said bosses in turn beingformed with lateral supports 8 which are secured to hearing blocks 9.These blocks are adapted to slide longitudinally in a pair of guidebearings which are meuntedupon the base i of the structure. The pistonis fitted to reclprocate over a cylinder element 13 having a long tube11, upon one end of which a bearing element C is mounted, said partsforming a long tubular combustion chamber into the free end of which airand fuel mixture are admitted by the valves 12 and 13 and the spentgases are exhausted by the valve 14.

The bearing element C is in the form of a chambered casing having acylindrical outer surface formed by theside 15 and a flaring innersurface formed by the inner wall 16, the chamber 17 being provided withport passages 18.and 19 to circulate a cooling medium such as waterthrough the bearing and thus cool the cylindrical surface over which thepiston is adapted to reciprocate. The wall 15 onwhich the piston ismounted is provided with the expansion rings 20 seated in annulargrooves 21 to produce a gas tight sliding connection between the pis tonand bearing. The bearing element is fastened on the inner end of thetube 11 by means of stud bolts 22 on the exposed end of the bearing andsecured through the flange 22 formed integral. on the tube. An annularshoulder 23 is formed in the outer end of the bearing in which the endof the tube is seated to assist in forming a tight joint and inpreventing'lateral movement of the bearing on the tube. The outer end ofthe tube is formed with suitable laterally projecting 'incasements 26,in which the valves 12 and 14 are held in opposite position to movelaterally, the valves 12, 13 and 14 being puppet valves which areadaptedto open by being depressed. A suitable valve cage 24 in which the stem25 of the valve 12 is slidablv mounted is secured in one of the lateralincasements 26 by bolts 27, said cage being formed with air ingressopenings 28 whichpermit of air passing into the tube when the valve 12is opened. The valve 12 is seated on the inner end of the cage and isadapted to be closed automatically by the spring 29 on the outer end ofthe valve stem and compressed against the cage below the nut 30. Theexhaustvalve 14 is mounted in a similar manner to the valve 12 in theside wall of the outer end of the tube excepting that it is seated at 31directly in the wall of the tube and that no cage such as 24 isemployed. The diameter of the cage 24 is sufiieient'to oermit f theinsertion of the closed automatically. The incasement in which theexhaust valve is seatedis formed with a water jacket which produces achamber 36 having ports 27 and 38 to circulate a cooling medium such aswater through the incasement around the exhaust valve to prevent thelatter from becoming overheated. The cooling chambers 36 and 17 areconnected by a tube 39, so that the same cooling medium may be employedfor cooling the beari-ngelement and the exhaustvalve and the upperportion of the chamber 17 is connected bya tube 40 with a port 41 in theupper portion of the incasement to provide an exit or supply passage outof the path of the piston for the cooling medium which is em loyed insaid chamber.

The fuel mixture valve 13 is seated at the outer end of the tubein amanifold casing 42, which is threaded into the end of the tubeand'adapted to be connected to a source of fuel supply. The stem 44,tube 11,'bearing C and piston A are all co-axially arranged, the stem 44being adapted to slide in the manifold casing asthe valve 13 opens andcloses. stem 44 is provided with a flanged nut 45 below which anexpansion spring 46 is compressed against'a nut 47 threaded on a nipple48, said nut being adapted to clamp an upwardly projecting supportingarm 49 on said nipple. The tension of the spring 46 is less than thetension of the spring 29, so that during the suction stroke-of thepiston, the valve 13 remains closed while the valve 12 is mechanicallyopened, the valve 13 being adapted to open immediately upon the valve 12closing during said stroke. In this manner airand fuel mixture aresuccessively admitted into the tubeand are caused 'to form in stratawith the inert gas remaining from "theprevi'ous cycle of operation of"the engine near the inner end of the tube, the fuel assuming a positionat the outer end and the air interposed between the inert gas and fuel,said elements thus assuming strata formation in the combustion chamberwhen ;compressed and after ignition. The means for igniting the fuelmixture is of ordinary construction and consists of the usual spark plugsuch as 50 located in the wall of the combustion chamber near the fuelvalve, said spark plug being adapted thereby to positively ignite thefuel stratum at one end and cause it to burnslowlyin the tube and exerta=continuousforce against the piston during the working stroke.

:In order :to operate the valves 12, 13 and The .outer projectingportion of the 'motion from any convenient force such as a countershaft51 journaled in suitable bearings 52 on the base 5, said shaft beingoperatively connected to the crane. shaft such as by the intermeshingspiral gears 53 and 54. The valve 12 is opened by a rocker arm 55pivotally mounted between its ends on a sup port 56 upon the top of thecage 24, the other end of said arm being freely connected to a trip arm57 by a connecting rod 58, said trip arm being pivoted upon a portion ofthe base 5, and its free end provided with an antifriction roller 59,which bears upon a com 60 carried by the counter shaft 51. By this meansthe valve 12 is opened periodically and during the earl ortion of thesuction stroke of the piston. The counter shaft 51 is made to revolveonce during every cycle of operation of the engine and the valve 12remains closed excepting for the period stated. The exhaust valve isopened automatically by a rocker arm 61, which is pivoted between itsends upon the base 5 with one end bearing against the outer end of theexhaust valve stem 32. said arm is provided with an antifriction roller62 which rides upon a second cam 63 carried by the counter shaft 51. Thecam 63 is so designed that every time the counter The other end of shaft51 makes a revolution the exhaust valve is opened and retained in openposition for a suflicient period of time during the scavenging stroke ofthe piston to relieve any spent gases from the combustion chamber. Inorder to automatically regulate the amount of opening of the valve 13, astop in the form of an arm 64 is pivotally hung from the support 49 withits free end in the path of the inward motion of the flange on the nut45, so as to limit the inward sliding movement of the valve. The stoparm 64 has its inward swinging movement regulated by means of the screw65, which is threaded horizontally and longitudinally of the enginethrough the support 49. One end of this screw defines the amount ofmovement of the stop arm 64 and the other end is turned by a series ofinterconnected arms 66, 67 and 68, said arm 68 being pivoted be tweenitsends upon a support 69 the base of the machine, tiltably connected tothe 70 of a speed governor 71. ernor may be of any and has its revolubledriven element 72 operatively connected to the drive shaft 51 or anyother suitable driving part of the engine. The driven element 72 carriesthe weighted governor arms 73 which are pivoted thereto 'with theirextensions 74 presscarried by ing down upon the driven element 70against spring pressure in the usual manner. As the engine operates anyvariation of load effects the speed of revolution of the counter shaftand any increase in speed of the counter shaft effects the governor bycausing its driven element 70 to move and transmit the resultant forcedeveloped by any increase in speed to the stop arm 6% which in turn hasits movement reduced, thus limiting the opening of the valve 13.Decrease in speed of the counter shaft caused by a heavy load on theengine acts in the opposite manner by permitting the valve 13 to openWider and admit more fuel mixture into the end of the tube. Thisautomatic control of the amount of fuel in connection with the admissionof air into the tube to form the gas, air and fuel mixture in separatestrata produces highly efficient results in the operation of the engineand automatically regulates the speed of the engine, whereby there isscarcely any fluctuation, when either heavy or light oils or other fuelare employed.

The long tube employed prevents the fuel such as kerosene, crude oil,gasolene and alcohol from coming into contact with the bearing surfacesbetween the piston and cylinder, and gumming or forming a deposit onsaid surfaces, thus reducing eiiiciencyof operation of the engine. Thefuel admitted by the fuel valve is adapted to vaporize by the hotsurface of the tube and need not be previously vaporized or pro-heatedor mixed, the tube forming an efficient vaporizer of heavy and lightfuel oils and alcohol. The air being admitted into the tube in themanner described for chilling the surface of the tube and carrying deadgases forward, thus preventing pre-ignition of the fuel. It thereforefollowsthat the ignition of the fuel is positively timed which obviouslyis an advantage. The fuel it will be noted has uniform velocity throughthe fuel valve under varying loads owing to the automatic operation ofthe fuel valve. This is an advantage because the vaporizing of the fuelin the tube always remains constant, and is also adapted to work greaterefiiciency of operation of the engine. 1 v

In accordance with the patent statutes I have described the principlesof operation of my invention together with the apparatus which I nowconsider to represent the best embodiment thereof, but I desire to haveit understood that the construction shown is only illustrative and thatthe invention can be carried out by other means and applied to usesotherthan those above set forth within the scope of the followingclaims.

Having described my invention, what I claim as new and desire to protectby Letters Patent,is:

l. A combustion engine, comprising, in combination, a piston element, astationary element having a long tube forming an elongated combustionchamber and a bearing element on said tube upon which said pistonelement is slidably mounted, said bearing element being suitablychambered to circulate a cooling medium therethrough to reduce,temperature, means for admitting a fuel charge in the form of a stratumin the outer end of said tube, means for admitting air ahead of saidstratum of fuel mixture in said tube, means for automatically governingthe amount of fuel mixture admitted into the tube, means for ignitingthe fuel charge near one end of the tube and means for exhausting spentgases from the tube.

2. A combustion, engine, comprising, in combination, a piston andcylinder in re ciprocable connection, said cylinder consisting of a longtube having a bore of materially less diameter than the diameter of saidpiston and having valved ports in its outer end through which a1r andfuel mixture are admitted in separate strata in said tube and spentgases are adapted to be exhausted, means for automatically causing thevalve port admitting air to open and close in advance of the opening andclosing of the fuel port, whereby the inner surface of the tube ischilled and dead gases are carried forward, a piston bearing element separably mounted upon the inner end of said tube and upon which saidpiston is slidably mounted, said bearing element being chambered tocirculate cooling medium therethrough and means for igniting the stratumof fuel mixture in said tube, said tube being adapted by the heatdeveloped through the burning of the fuel mixture therein to rise intemperature and assist in vaporizing the fuel therein.

3. A combustion engine, comprising, in combination, piston andcylinderelements in reciprocable connection, said cylinder elementhaving a long tubular combustion. chamber valved to admit air and fuelsuccessively and exhaust spent gases, the inner diameter of saidtubular'structure being materially less than the diameter of the working space of said piston whereby the con tents of said working space andthe mixture charge in said tubular chamber are prevented from mixingbefore ignition, said cylinder member also'having a chambered bearingupon said tubular structure upon which said reciprocable member isslidably mounted, the chamber in said bearing being passaged tocirculate cooling medium through said bearing and means forautomatically opening said air and fuel valves in succession to form astratum of air and a stratum of fuel in said tube and means near one endof the tube for igniting said stratum of fuel.

4:. A combustion engine, comprising, in combination, piston and cylinderelements in reciprocable connection, said cylinder ele tit ment beingformed by a long tubular structure and a chamber bearing upon which saidreciproeable member is slidably mounted, the chamber in said bearingbeing passaged to circulate .cooling medium through said bearing andsaid bearing being detachably mounted on an end of said tubularstructure and having a passage therethrough, cooperating with thechamber in said tubular T structure to form a combustion chamber, the

outer end of said tubular structure being provided with fuel mixtureingress and exhaust valved passages and the side of said tubularstructure having a valved ingress passage adapted to admit air into theside of said combustion chamber, means for automatically open ng the a1rvalve in advance of the fuel valve whereby a stratum of air is formedinsaid tubular structure in advance of a'stratum of fuel, means forautomatically regulating the amount of opening the diameter of saidcylinder whereby the fuel is adapted to be contained fully within thecombustion chamber in the form of a long column previous to ignition, avalved inlet inthe outer end of said tube adapted to admit air into thecombustion chamber, a valved inlet adapted to admit fuel mixture in theouter end of said combustion chamber and a valved outlet near the outerend of said combustion chamber adapted to exhaust spent gases, meansforopening the air and fuel valves and means for opening the air valve andpermitting it to close automatically to admit a stratum of air inadvance of a stratum of fuel mixture in the combustion chamber, saidfuel valve being adapted to open automatically during the suction strokeof the piston after the stratum of air has been admitted to maintainuniform velocity of the fuel through the fuel valve at -nirying loads,means for automatically regulating the amount of opening of the fuelvalve in direct ratio to the speed of the piston and means for ignitingthe fuel charge near the outer end of the combustion chamher.

6. A combustion engine, comprising, in combination, a piston andcylinder in reciprocable connection, the latter being formed with a longtubular combustion chamber having a bore of materially less diameterthan the diameter of said piston, said tube having on its outer end air,fuel and exhaust valved passages adapted to admit a stratum of air and astratum of fuel mixture in said tube during the suction stroke of thepiston and to exhaust spent gases during the scavenging stroke of thepiston, means for open ing the air inlet valve and causing the fuelvalve to open automatically after the air valve closes, whereby astratum of air and a stratum of fuel mixture are formed in said tubularchamber, a governor actuated by said engine having a movable stopadapted to define the amount of opening of said fuel valve in directratio to theload on the engine, and an igniter near the outer end ofsaid combustion chambertimed to positively fire the charge of fuel.

7. A combustion engine, comprising, in combination, a piston andcylinder in reciprocable connection, said cylinder having a long tubularcombustion chamber adapted to contain the entire fuel charge beforeignition, said tube having valved air and fuel ingress and exhaustports, a spring adapted to yieldingly close said fuel valve, an armpivoted to cause its free end to define the amount of opening of saidfuel valve, a screw adapted to adjust the amount of throw of said arm toregulate the amount of opening of said fuel valve, and a governoractuated by the engine and connected to said screw to adjust itsposition in direct ratio to the load on the engine.

In testimony whereof, I have signed my name to this specification, inthe presence of two subscribing Witnesses.

WILLIAM A. SORG.

Witnesses:

STELLA L. lVAsoHENBnReEn, F. G. BRADBURY.

Copies of this patent may be obtainedforfive cents each, by addressingthe ,Gommissionerof Pateu'r Washington, D. G.

